Control system for motor vehicle



Aug. 4, 1931.

H. E. LIPPERT CONTROL SYSTEM FOR MOTOR VEHICLES Filed March 15-, 1929 A mama Aug. 4.1931

UNITED STAT S Parent osncs may a. mrm. or mama, rmmmvuu common stem roa xo'roa vmncm:

'A uaau n e mm 15, nice. Serial Io. 341,213.

This invention relates to a common control for accelerating and retarding) a motor vehicle, and pertains particularly ut is notlimited to a common control for acceleratin and s retarding a motor vehicle equipped wit hydraulic brakes. v I

An object of the invention is the. provision of a system in a motor vehicle to simplify the controlling of the vehicle.

10 Another object of the invention is the provision of means in a common accelerator and power brake pedal system for manually applying the brakes with the same common 15 Other objects and advantages will be aparent during the course of the following escription.

Similar reference characters in the diaent figures of .the drawings indicate correspondmg elements or features of construction herein referred to.

Fig, 1 is a fragmentary elevational view of a motor vehicle equipped with an embodiment of the invention and is more or less diagrammatic.

Fig. 2 illustrates the common hand accelerator and brake control on the steering wheel.

In Figure 1, the numeral 1 designates the toe-board of a motor vehicle;'2, the throttle valve; and 3, the master cylinderof a hydraulic brake system. The plungerv 4, in the master cylinder 3, is moved by depressing the common control pedal 5, causingrearward movement of the rod 6 which is 'connected to the plunger. A pressure is then created in thepipe lines 7 leading from the master cylinder 3 to the cylinders associated with the front and rear wheels of the motor vehicle (not shown) which actuates the pistons in these c linders thus applying the brakes in thewe known manner.

Inserted in the pipe lines 7 is the fluid pressure motor 8 for actuating the hydraulic brakes by power. The fluid pressuremotor 8 comprises mainly the cylinder 9 and the piston 10. A port 11, in the cylinder 9, is in communication with the manifold 12 by means of the conduit 13. Inserted in the conduit 13 is thevalve 14 for controlling communication between the fluid pressure motor 8 and the manifold 12. Thepiston is actuated by the suction in the manifold 12 when the vehicle en 'ne (not shown) is running. Connected tot e iilslton 10 is the stem 15 and the plunger 16. e p1 er 16 is arranged to move in the smaller cy der 17 of the airhydraulic brake actuating device, and acts on the column of liquid 18 when the valve 14 is oplened. The column of liquid 18 is a part f t e liquid in the hydraulic brake s stem, and when the plunger 16 is moved by t e piston 10 a pressure is created in the hydraulic brake system which actuates the brakes in the Barrie manner as the manually moved plung- 61' I i The valve 14 is controlled by movement of the rod 19. A shoulder 20, on the rod 19,-

engages and moves the valve lever 21 which opens the valve 14.. Movement of the common control pedal 5 moves the rod 19 by means of the lever 22. A spring 23 tends to keep the common control pedal 5 in the upward position (designated by the letter A in Figure 1 of the drawings) and oppose the pressure of the operators foot. Asecond rod 24 opens the throttle valve 2 and is arranged to move in the recessed end 25 of the rod 19 when the rod 19 is moved forward. A light spring 26 tends to keep the throttle valve 2 in its closed position.

Many times it is desirable to control the vehicle by hand and move the feet about to various ositions. For this purpose I have provid the common hand control 27. The common hand control 27 is located on the steering wheel 28 and moves the rod 19 by means of the lever and rod construction 29 and the shoulder 30 on the rod 19. Movement of the common hand control 27 from the neutral position (designatedb the letter E in Figure 2 of the drawings) to the position designated by the letter F accelerates the vehicle in the same manner as movement of the common control pedal 5 accelerates the vehicle in movin from the position designated by the letter in Fi re 1, to the position desi ated by the letter A, which is described hereinafter. Movement of the common hand control 27 from the position designated bythe letter E in Figure 2 tothe position desi nated by tlie letter G i etards the vehicle 5n the same manner as movement of the common control pedal 5 retards the vehicle in moving from the position designated by the letter B, in Figure 1, to the ition designated by the letter C, which is described hereinafter. Movement of the common hand control 27 from the E- position to the G position opens the valve 14 and applies the hydraulic brakes by er, but does not eflect the throttle valve- 2. en the operators foot is depress' the starter it Wlll be desirable to contidfthe throttle valve 2 with the common hand control 27. As shown in Figure 1, the vehicle is being controlled by the common control pedal 5 which is in its neutral or B position. The common hand control 27 is set at the F position so that the lever 31 will not interfere with the movement .of rod 19 by the common control pedal 5. If the hand control 27 was set'in'its neutral ition the lever 31 would engage the shoul er preventing rearward movement of the rod 19, and the foot control5 could not move above its neutral position to open the throttle valvevupon a re.- lease of the o rators foot. The foot control 5 would t en be only capable of applyin the brakes.

pward movement of the common control pedal 5 from the B or neutral position to the A position accelerates the vehicle. The

shoulder 32 on the rod 19 engages the head 33 on the rod 24, thus pulling the rod 24 rearward, the a ring 26, whi' 'opens-the't rottle valve 2.

ownward movement of the common control pedal 5" from the A position to the B position permits the spring 26 to close the throttle valve 2. ovement of the common control pedal 5 between the A position and B position does not eflect the valve 14 or the r 4. -The slot 84 in the common conpedal p ng trol pedal 5 permits the common control and manually applies the hydraulic brakes,

due tothe common control the in on-th'e rod 6.

of on common cotgttrfil neu position e position opens the valve '14 and makes communication between the fluid :prcsure motor 8 and the manifold 12 winds applies the hydraulic brakes by pedal 5 engaging Downward movement al 5 from th position to apply the'brakes causes the shoul or 30 on the rod 19 to move from its resent position in 1 to the dotand ssh position of lever 31. This same movement of the hand control 27 causes the 33 on the rod 24 moves ring '23 bein stronger than The range of movement of the valve lever 21 is from its present position to the dot and dash position. Thus, it is apparent that the hand control 27 does not apply the brakes to their maximum braking ressure. But movement of the foot pedal 5 om the B to D position causes the shoulder 20 to move the valve lever 21 its entire range' thus applying the brakes to their maximum braking pressure.

Upward movement of the common controlpedal 5 from the D position to the B position closes the valve 14 and breaks communication between the fluid pressure motor 8 and the manifold 12which releases the hydraulic brakes; Moving the common control pedal 5 between the B position and D position has no efi'ect on the throttle valve 2 as the head in the recess25 of the rod 19. p 4 It has been shown that the hydrauhc brakes are applied manually b movement of the common control pedal 5 position and D position, and that the hydraulic brakes are applied movement of the common control pedal 5 between the B position and D position. Therefore movement of the common control pedal 5 between the O osition and'D position aptween the C by power by plies the hydrau ic brakes manually and by but those skilled in the art may see various improvements, so' I do not regard the invention as limited to the. construction illustrated and described, exce t insofar as I have included such limitations within the scope of the following claims. Y

Having now described my invention, what I claim as new and desire to secure by Letters 0 :Patent, is: 5 to move from the A 5:)Sltl0l'l to'the C posi- 1.: In a motor vehicle having a, throttle valveand a hydraulic brake system, a fluid pressure motor for creating a ressure in said ydraulic brake system, a va ve for controlthe fluid pressure, and a common foot al for actuating both said valves and for manuall draulic rake system. I

2. In am'otor vehicle having a throttle valve and brakes; afoot control arranged to a ply bsaid brakes by power and manual e ort 1 said bra es both by Ill creating a pressure in said hya depression from a neutral posi- -tion an to open saidthrottle valve power. r y lease from said neutral the hand control 27'from the E to by are- 4. In a motor vehicle having a throttle valve and brakes that are applied manually and by power; a foot control arranged to open said throttle valve by upward movement from a neutral position, to apply said brakes by power by a partial downward movement from said neutral position, and to apply said brakes manually by the remaining downward movement.

5. In a motor vehicle having a throttle valve and brakes; power means for actuating the brakes, and a commoncontrol for actuating the throttle valve, for applying the brake by power by partial downward movement and for manually applying the brakes by further downward movement.

'6. In amotor vehicle; means of acceleration, means of retardation, power means for actuating said means of retardation, and a common control for accelerating the vehicle for retarding the vehicle, by power or simultaneously by power and manually.

7. In a motor vehicle having a throttle valve and brakes; a foot control arranged to apply the brakes by power or by power and manual effort by a depression thereof, and to open the throttle valve by a release thereof.

8. In a motor vehicle having brakes; a control for actuating said brakes, the movement of said control having a range for applying said brakes by power and a range for applying said brakes manually.

9. In a motor vehicle having brakes; a control for actuating said brakes so arranged that a partial downward movement applies the brakes by power and a further downward movement applies the brakes manually.

10. In a motor vehicle having a throttle valve and brakes power means for applying said brakes, a control for said throttle valve and said brakes, the movement of said control having a range for opening said throttle valve, a range for applying said brakes by power and a range for applying said brakes manually.

11. In a motor vehicle; means of acceleration, means of retardation, power means for actuating said means of retardation, a common hand control for accelerating and retarding the vehicle, and a common foot control for accelerating the vehicle and for re.- tarding the vehicle by power and manually.

12. In a motor vehicle having brakes; power means for applying the brakes, a hand control for applying said brakes by power, and a foot control for applying the brakes by power and manually.

13. In a motor vehicle having brakes, power means for applying the brakes, a hand control for applying the brakes by power, and a foot control so arranged that a artial downward movement applies the bra es by power and a further downward movement applies the brakes manually.

14. In a motor vehicle having brakes,

wer means for applyi the brakes, a hand g ntrol for applying thifiirakes by power a foot control for a plying the brakes by power and manual e ort, the maximum brakmg pressure obtained by actuation of the foot control being greater than the maximum braking pressure obtained by actuation of the hand control.

15. Ina motor vehicle havin a throttle valve and brakes; power means or applying the brakes, a control for the throttle valve and brakes, the movement of said control having a range for opening the throttle valve, and a range for applying the brakes simultaneously by power and with manual effort.

16. In a motor vehicle having a throttle valve and brakes; power means for applying the brakes, a hand control for opening the throttle valve and applying the brakes, and a foot control for applying the brakes simultaneously by power and with manual effort.

In testimony whereof, I afiix my signature.

' HENRY E. LIPPERT. 

